Multiple-unit power-transmission mechanism.



A. SUNDHQ A MULTIPLE UNIT POWER TRANSMISSION MECHANISM.

APPLICATION FILED 41 3.3, 1909.

Patented Mar. 11, 1913.

7 SHEETS-SHEET 1.

A. SUNDH.

I MULTIPLE UNIT POWER TRANSMISSION MECHANISM.

APPLICATION I'ILED'APE. 3, 1909.

Patented Mar. 11,1913.

7 SHEET8BKBBT 2,

" 'lllll lll APPLICATION FILED APBUB; 1909.

Patented Mar. 11, 1913.

7 SHEETS-SHEET 3.

A. SUNDH. MULTIPLE UNIT POWER TRANSMISSION MECHANISM.

Patented Mar.11,1913.

I APPLICATION FILED APR. 3, 1909. 1,055,569. 5

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MULTIPLE UNIT POWER TRANSMISSION MECHANISM. APPLICATION IILED APR.3, 1909.

1,055,569. I Pa tented Mar. 11,1913.

7 SHEETSSHEET 5.

VIII/[Ill]! A. SUNDH.

MULTIPLE UNIT POWER TRANSMISSION MECHANISM.

APPLICATION FILED APR. 3, 1909.

Patented Mar. 11, 1913.

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- APPLICATION FILED AP].3, 1909. 1,055,569. Patented Mar. 11,1913.

7 SHEETS-SHEET '7.

a power transmission units, and is particularly adapted for use on trains of cars, au-

UNITED STATES PATENT OFFICE.

I i I AUGUST SUNDH, OF YONKERS, NEW YORK, ASSIGNOR T0 OTIS ELEVATOR COMPANY,

OF JERSEY CITY, NEW JERSEY, A CORPORATION OF NEW 3' MULTIPLE-UNIT POWER-TRANSMISSION MECHANISM.

Specification of Letters ratent.

Patented Mar. 11,1913.

Application filed April 3, 1909. Serial No. 487,700.

To all whom it may concern:

Be it knownthat I, AUGUST SUNDH, a

citizen of the United States, residing at Power-Transmission Mechanism, of which.

the following is a specification.

My invention relates to a multiple system of electrical control for a plurality of tomobiles, trucksgetc, in which a plurality of cars or units are each equipped with independently operative mechanism for driving the same, and connected together to form a train adapted to be controlled by one operator.

The invention comprises cars or vehicles each provided with an internal combustion englne used as a prime mover, and fluid op- 'erated variable speed gears orpower trans- IIIISSIOII mechanism interposed between the prime mover and the driving wheels of the vehicle together with means for controlling each power unit independently or all together from a single point.

This application. discloses subject-matter disclosed and claimed inmy co-pending application for patent on electro-magnetically controlled power transmission mechanism, filed, March 6, -1909,'-Serial No. 481,839.

One of the objects of the present invention is to make it possible and practical to use internal combustion engines as a substitute for the electric motors now in use for multiple unit service on. railroads, etc, :and' thereby avoid various objections incident to; the use of electric motors, as, for example,- the great expense both of equipmentand op-i of heavy storage batteries,

eration, the use etc.

' Other objects of the invention will appear hereinafter, the scope of the invention be; ing defined bythe appended claims, in which are set forth the novel combinations of elements.

The exact nature of the invention will be better understood from a description thereof in connection with the accompanying drawings 'which' illustrate a construction embodying oneform of my invention, as applied to a train of automobile trucks.

Figure 1 is a plan view of an automobile truck equipped with an internal combustion engine, and fluid power transmitting nechanlsm; Fig. 2 is a part sectional elevation of the internal combustion engine and controlling mechanism associated therewith, and also showlng an electric generatorand a portion of the pump; Fig. 3 is a detail View showing a magneto and a timer and distributer used in the control of ,the engine; F 1g. 4 is a detail view showing a valve controlling the supply of fuel to the engine and controlling mechanism associated therewith; Fig. 5 is an enlarged detail of the controlling magnets shown in Fig. 4; Fig. 6 is a detail view of the brake mechanism; Fig. 7 is'a sectional elevation of the pump; Fig. 8 is a sectional end elevation of the same, and also shows the construction of the valve mechanism controlling the circulation, of fluid through the pump; Fig. 9 is a sectional view of the reversing valve and means for operating the same; Fig. 10 is a part sectional plan view of thefluid motor; Fig. 11 is a sectional view through one of the sections of said fluid mbtor; 12 is a sectional end elevation of the fluid motor and valve mechanism for controlling the circulation of fiuid therethrough; Fig. 13 is a fragmentary view of the same, but showing the valve in a different position; Fig. 14: is

' a sectional view of the clutch mechanism:

Fig-15 is a section taken on theline 15-15 of Fig. 14;; Fig. 16 is a sectional elevation of the steering apparatus and the electriccontroller; Figs. 17, 18 and 19 are'sectional detail views taken on the lines 17'17, .1818. and 1919, respectively of Fig. 16'; Fig. 20 is a diagrammatic view of the conview, respectively, of a section of road bed Fig. 25 is a diagrammatic view showing re-- sistances for the brake magnet circuits.

The mechanical and electrical features for each unit are preferably substantially the same so that a detailed description of one will be suflicient for all. The eneral arrangement of parts as shown in Fig. 1, com- 50 pump gears is acasing 20 provided with a 4 prises a prime mover E, which is preferably rious parts.

an internal c0mbusti0n engine, a pump P, coupled to the engine to be driven thereby; a fluid motor F adapted to be driven by fluid pressure supplied fromthe pump; a

reversing valve R controlling the direction of flow of the fluid through the motor F; gearing connecting the motor F to the driving axle of theautomobile; clutch mechanism K adapted to disconnect the motor F and connect the engine E to the driving axle 100 independently of the fluid motor; brake mechanism B B steering apparatus, and a motor N for operating the same.-

Electromagnets are employed for operating the valves controlling the pump and the fluid motor, and for operating the reversing valve, the clutch mechanism, brake mechanism, etc., and a small generator M geared to the engine E is adapted to furnish electric'current for operating the varlous electromagnets. The prime mover E is preferably a high speed internal combustion engine, the same being well adapted for use on automobile trucks, etc., as an engine of this type may be both powerful and light in weight. A high speed engine is well adapted for operating the type of pump herein shown. The engine E together with the transmission mechanism is carried by the frame A of the automobile. The shaft 1 of the engine is connected by a coupling 2 to a shaft 3 of the pump.

Figs. 7 and 8 illustrate a type of gear pump that may be employed. The driving nism and the valve mechanism controlling the latter. Stufling boxes 5 of any preferred form may be employed to prevent leakage from the casing. Keyed to shaft 3 is a series-of pump gears 6, 7, 8, 9 and 10, each meshing with a corresponding gear such as 6'. Each pair of gears is located in a separate compartment having end walls 11 and 12 curved to conform to the peripheries of the gear wheels as shown in Fig. 8. These several compartments are separated by the partitions or walls 13. Located above the series of passages 14 communicating with the several compartments in which the gears are located. These passages 14 open into a pressure chamber 15 formed in the casing 20 and extending substantially the entire length of said casing. The circulating fluid 17 is preferably a light oil which has been found to be well adapted for use with this mechanism, and serves to lubricate the va- If desired, however, water or other .liquidmay be'used. A spring pressed check valve 16 is provided for each passage 14, and serves to prevent the liquid from flowing backward toward the pump from the pressure chamber. Extending from each passage 14 is a by-pass- 21 communi eating with the intake side of the pump. Each of these by-pas'ses is controlled by a balanced valve 22. This valve comprises the cylindrical port-ion 23, slidable in a rece'ss 24, formed in the casing 20. The coil spring 25 holds the valve in its outward position as shown in Fig. 8, and a vent 26 serves to relieve thepressure behind the valve. The stem 27 of the valve extends through a cylindrical passage connecting the by-pass 21 with the passage 14, and at the right-hand end of the valve stem is a cylindrical head or piston 28 which serves,

when the valve is moved, to the left, to

close the by-pass 21.

An electromagnet P is adapted to operate the valve 22. This magnet may be of any preferred construction. It is here shown comprising an outer casing of magnetic material, such as soft iron, and a central tube 30 on which is wound the magnet coil 31. The armature or core 32 of the magnet is adapted to be drawn up in the tube 30 when the magnet is energized.

- The various electromagnets used in the present invention, and as herein shown, are substantially like the one just described. The size and form of the magnets may be varied tosecure the best results with the particular devices they are used to operate. It is to be understood also, that other forms of magnets may be used if desired. The core 32 of the magnet P is connected by a link 33 to one arm of a bell-crank lever 34 pivoted. at-35, the. other arm of said lever being ivoted-at 36 to a link 37, connecting sa1d lever with the valve stem. When the electromagnet P is excited its core is drawn up, and, through the connections just described, moves the valve toward the left and closes the valve ports 38, thereby cutting off the circulation of fluid through the by-pass. This movement of the valve,,co'mpresses the spring 25, which, when the mag- .It is to be understood that valve mechanism like that just described is provided for each pair of pump gears. The magnets for operating these valves are designated P P P, P}, and P respectively, and are adapted to be successively energized as will be fully described hereinafter.

The liquid is conveyed from the pressure chamber 15 through pipe 39 and to the reversing valve R. The latter is in communication with the' fluid motor F through the pipes 40 and 41.. The liquid after circulating through the motor F is returned to the reversing valve. R, and from thence through a pipe 42 to the discharge chamber formed' by the casing 4 of the pump. In order to prevent excessive pressure in the pressure chamber 15 from any cause, a relief valve 76 is provided. This valve normally closes a passage 77 leading from the pressure chamber and opening into the exhaust chamber 4. An adjustable-spring 78 serves to hold the valve normally closed, and may be adjusted to permit the valve to open whenever the ressure in the chamber 15 exceeds any re etermined limit. An air chamber 79 is ocated above and opens into the pressure chamber, and serves as a cushioning device to prevent any sudden changes in the pres sure of the liquid, thereby insuring a smooth action of theparts, and preventing any sudden strain on the mechanism. This air chamber also serves to receive any'air bubbles that may be drawn into the liquid by the pump.

The construction of the fluid motorF and the valve mechanism controlling the circulation of fluid therethrough is shown in de-' tail in Figs. 10, 11, 12 and 13. The casingo-f the motor, as here shown, comprises four.

sections, 43, 44, 45 and 46, and an end plate 47, bolted together by bolts 48, and forming four compartments, a, b, c, and d. The driving shaft 49 extends longitudinally through the casing, and stuffing boxes 50 are provided to prevent leakage. In each of the compartments a, b, a and d is located a rotary driving member 51 keyed to the shaft 49. The construction of these rotary driving members is well known in the art, and need onlybe briefly described- The member 51 is provided with recesses 52 in which are slidable stems 53 secured to'blades 54, which latter project beyond the cylindrical portion of the member 51-, but are movable inwardly to a position within the periphery of said cylindrical portion. The casing within which the member" 51 rotates is substantially circular in cross-section, as seen' in Fig. 12. A section 55 of the casing lies in close proximity to the rotary member 51. Qurved guides 56 and 57 extend from the part 55 to the upper and lower portions of the casing, respectively. v The guide 56 serves tomove /the blade 54 gradually in-' wardly as it moves from its uppermost position to the, right hand side of the casing, and permits it to be gradually extended outwardly as the blade moves toward its lowermost position. Springs 58 serve to hold the blades outwardat all times as far as the casing or said parts 56 and 57 will permit. Formed on a section 44 of the motor F is a valve casing 59, in which is adapted to reciprocate a' balanced valve 60. This valve comprises an upper cylindrical portion 61, an intermediate portion 62, and stem 63 connecting said portions; also portion 64 and a stem or reduced portion 65 connepting the portions 62 and A passage 66 is formed through the stem 65.- The pipes 40' and 41 extend from the reversing'valve R to the valve casing 59. When the valve 60'is in'the position shown in Fig. 12., fluid underpressure is conveyed from the pump through the pipe 40, enters the valve casing 59 and The liquid in pipe 41, and back to the reversing valve and P P- drive the shaft 49.

An electromagnet F which may be secured to the pump casing by bolts 69, is

adapted to operate the valve 60. The core- 70 of the magnet is connected to the valve and when the magnet is energized, lifts the The member 51 is thus rotated tovalve from the position shown in Fig. 12, to. 4 the position shown in Fig. 13. In this position the passage 66 formed through the valve establishesrdirect communication between the intake port 67 and outlet port 68 of the motor. The part 62 at this time closes the pipe 41 and communicates between the pipe 40 and intake 67 is also cut ofi. When the magnet F is excited therefore, fluid is permitted to circulate freely within theisection 44 of the motor, and through the passage 66, without exerting any driving action-- on the'motor. Similar valve mechanism is provided from the section 43 and adapted to be operated by magnet F The-fluid motor F may haveany desired number of sect-ions, and valve mechanism may be applied to as many of these sections as desired. The purpose of these valves in connection with the motor is fully set forth hereinafter.

The direction in which the liquid is circulated through the motor F, and consequently the direction in which the latter is rotated, is controlled by the reversing valve R (see Figs. 1 and 9). cylindrical casing 71 in which the valve member 72 is adapted to reciprocate. The part 72 comprises end portions or pistons 73 and 74 connected by a hollow stem 75.

The valve R comprises a permitting the free circulation. of the fluid through the member 72. With the valve in the position shown, the liquid from the pressure pipe 39 can circulate around the stem 75 and into the pipe, 40, and from thence to the motor F. The ixhaust fluid from the motor F flows. through the pipe 41 and through the interior of the valve member 72 to the pipe '2, which leads to the exhaust chamber '4. As the valve member 72 is moved to the right the parts v7 3 and 74 cover the pipes 40 and 41, respectively, and cut off the circulation of fluid through the reversing valve. The continued movementof the member 72 to the right connects the pipe 41. with the pressure pipe 39, the fluid now circulating around the stem 75. Ihe pipe 4:2'isalso connected. directly to the pipe 40.

The direction in which the'liquid circulates through themotor F is therefore reversed, causing a reversal of the motor.

Electromagnets R and R are adapted to move the valve member 72 to its left and right hand positions, respectively.

Referring to Figs. 1 14 and 15, the clutch mechanism K which-is adapted to connect a the driving axle of the machine either to the I the shaft 3, and extends within the clutch member 80. The inner clutch member 81 is keyed to the sleeve 82, and comprises two resilient arms 83 and 84:, adapted to move into and out of frictional engagement with the'inner surface of the flange formed on the member 80. A shortrod '85 is provided with right and left hand screw" threads at its ends engaging correspondingly threaded recesses 1n theends of the arms .83 and 84.. A crank arm 86 is secured to the rod 85, and

adapted to rotate the latter into pos ition to engage and'release the-clutch members. The clutch K is similarin construction to the clutchK and comprises outer and inner members 80'- and 81- The member 80 is loosely mounted on the sleeve,82, and the member 81 is keyed to the sleeve 82. The

' clutch members .80 and 81 are moved into and bearing atits opposite en shown in ,Fig. .deenergized.

and out of contact by means of the, crank arm 86'. Thesleve 87 is splined on the sleeve 82, so as to be movable longitudinally thereof, but is prevented from-rotating-inde pendently of the vsleeve 82. A bifurcated lever 88 pivoted-at 89 straddles the sleeve 87 and is provided with pins 90 extending into the annular recess 91 formed in the sleeve 87 One end of the lever 88 has a slot and pin connection with the core 92 of an electromagnet K. The opposite end 'of' the lever 88 bears against the head of apin 93,

slidable in a cup-shaped bracket or stop 94.

A coilspring 95, surrounding the pin 93 head of the pin and bracket 94, respectively,

serves to move the lever 88into the position 1 1, when ,themagnet K is' The left hand cl 1d pf the gave-82 is keyed to a sha'ft 96 extendingrearwar'dly from the clutch mechanism, and-conn'ected ,by a universal-coupling 97 to 'a-shaft g98 extendilig within the gear casin '99jmou nted on the rear axle of the machine. Thesliaft 98 is geared in any-suitable manner within the.

The clutch K comprises,

against the gear casing. to the driving axle 100. The

member 80 of the clutch K is formed with sprocket teeth 101. A sprocket chain 102 connects the member '80 with a sprocket pinion on the rear end of the shaft 49 of the fluid motor F.

With the clutch mechanism in the position shown in Figs. 1 and 14, the members ofthe clutch K are in frictional engagement, so that when the fluid motor F is operated, the sprocket chain 102 drives the clutch K thereby rotating the sleeve 82 and the shaft 96', the latter imparting movement to the driving axle 100. The members of the clutch K at this time'are disconnected, so that the pump shaft 3 may rotate freely Within the sleeve 82. When the eleccauses the'sleeve82 to rotate with the pump shaft 3, the sleeve 82 in turn driving the shaft 96, so that the engine E is connected through the pump shaft 3, and shaft 96,

with the driving axle. In other words when the clutch magnet K is excited the engine E is connected to drive the' machine independently of thefluid motor F, and when the clutch magnet is deenergized, the engine can only operate through the liquid circulating in the pump and fluid motor to drive the machine.

- he brake-mechanism shown in Figs. 1 and .6, will now be described. Secured to the driving axle 100 are brake pulleys 109 and 109 As the construction of the brake.

mechanism for each brake pulley is substantially the same the description of one will sutfice for both. Referring to Fig. 6, a brake strap 110 is connected at 111 to the frame A of the machine. around the brake pulley, and its opposite end isconnected at 112 to a bell crank lever 113, pivoted at 114. The lower end of the bell crank lever is connected by a-link 115 to a lever 116. The outer end of the lever 116 is pivoted at 117 to a bracket 118 bolted to the frame A. -This bracket is formed with a cup-shaped member in whic is 10- This brake strap extendscated a coil spring 119, the outer' end of which bears against'the lever 116. The inner end ofthe spring 119 bears against the stop 120 in the bracket -118. screw-.121 serves to adjust the position of the stop.,120,-;a'nd thereby adjust the tension of the. spring. A. set nut 122 may be provided Aset' to hold the set screw in its adjusted position. As shown in Fig. 1, the levers 116 are conncted to the core of an'electromagnet B by means of links 123. When the magnet B is deenergized the springs 119 exert a pressure on the levers 116 which is transmitted through the links 115 and bell crank levers 113, and serves to hold the brake straps applied to the brake pulleys. When the brake magnet B is excited it operates to draw the inner ends of the levers 116 forward, compressing" the brake springs 119, and moving the bell crank levers into position to release the brake straps from the brake pulleys. A device for manually applying the brakes independently ofthe brake magnet is also provided. This device comprises a lever 124 pivoted at 125. The free end of the lever extends between pins 126 and 127 carried by the core of the brake magnet. A link 128 is pivoted to thelever 124 and extends to the forward part of the machineas shown in Fig. 16. The forward end of this link is connected to a foot lever 129, located in any convenient position for operation.

A coil spring 130 connected to the foot lever serves to hold it normally in its upper position. cated with respect to the lever 124 that the core of the brake magnet B may be moved in or out without disturbing the foot lever 129. 'When the foot lever is depressed the lever 124 will exert pressure against the pin 126, and serve to apply the brakes. If the brake magnet is at this time deenergized,

and the brakes are already applied, the braking action may be increased by, pressure on the foot .lever. The latter may also be operated in opposition to the brake magnet if desired, as for example, in case of an emergency, when itis desired to quickly apply the brakes.

By reference to Figs. 2, 4, and 5, it will be seen that the supply of fuel transmitted through the carburet'er C to the combustion chambers of the engine, is regulated and controlled by the valve V. The carbureted fuel passes from the carbureter through pipe 131, port 132, and vertical pipe 133, to the horizontal pipe 134, which distributes the fuel to the combustion chambers of, the engine. The valve V may .be moved over the port 132 to a greater or less extent, to correspondingly restrict thepassage of the fuel therethrough. The valve stem .135 is connected to'a bell crank lever 136, pivoted at 137 to a stationary support. A centrifugal governor G, which as here shownfis of a well known construction, comprises asleeve .138 foroperating the bell crank lever 136 by means of apin 139 carried by the lever, and engaging the sleeve 138. The governor is carried by a shaft 140, to which is keyed a gear wheel 141, meshing with a pinion,

The pins 126 and 127 are so lo-' shaft 1 of the engine. The governor is therefore operated in a well understood manner to move the valve V into positions corresponding to the speed of the en ine E, An adjustable stop 143 in the path 0 move ment of the bell crank lever serves to limit the inward movement of the Valve so that the governor G cannot operate to entirely out off the supply of fuel. Additional mechanism for controlling the valve V comprises a series of electromagnets V, V and V The cores of these magnets are each provided with a stem, 144, which extends upward through an opening in the horizontal arm of the bell crank lever and is formed at its upper end with a knob 145. When the valve V is in its forward position, with the bell crank lever bearing against the stop 143, the cores of the electromagnets are held in their upper position as shown in Fig. 5. The electromagnets are adapted to be energized successively to, operate the lever. When the electromagnet V is excited, its

core is drawn downward and movesthe lever a certain distance about its pivot 137. This movement permits the cores of the magnets V and V to drop a shorter dis- .tance than the core of the magnet V,'owing to their positionT relative to the pivot of the lever. The magnet V is next excited, and produces an additional movement of the bell crank lever. Finally the magnet V is energized, and its core pulled downward to move the valve V to entirely open the port 132. As shown in Fig. 5, the cores of the electromagnets move different distances. The core of the magnet V having the greatest length of movement, it thereby increases the angle through which the bell crank lever is'rotated. The governor G serves to lift the cores of the electro-magnets when the latter are deenergized.

Referring to Figs. 2 and 3, I have shown a magneto 0 adapted to furnish current for the sparking coils of the engine R. The shaft of the magneto O is geared to the governor shaft by means of intermesh-ing gear wheels 147 and 148 secured to the shaft of the magneto, and the governor shaft 140, respectively. The distributer 149 and the spark advancer or timer T may be of any well known or approved construction. An electro-magnet T is connected to the timer to operate same as will be'desc'ribed later. When-the electromagnet T" is excited, the

timeris operated into position to advance the fsparks, that is, the sparks in the combustion-"g'chambers of the engine are each, produced slightly in advance of the working stroke :of the piston. The steering mechanism shown in Figs. 1, 16, 17,18,19 and 20 will'now be described. The steering wheel 150 is secured to the uper ehd of the steering shaft 151, journaled 1n the standard 154. The lower end of the shaft 151 extends into, and is rotatable in, a

cup-shaped member 152, formed on the up per end of a shaft 153. Secured to the shaft 151 immediately above the member 152 is a switch lever 160., This'switch lever'carries two insulated contacts 161 and 162 'movable into engagement with the switch contacts 163. and 164, respectively. The contacts 163 and 164 are carriedby, but electgically separated from, the member 152, and also form stops to limit the movement of the switch lever independently of thevshaft 153. Centering springs 165 and 166 serve to normally .hold the switch lever in an intermediate position with the switch contacts separated.

' The shaft 153 has secured thereto, as shown in Fig. 1, a beveled pinion 155 meshing with The wheel 173 of the automobile is also se-- about a vertical axis in steering the machine. A- rod 17 4 copnects the lever 171 with a crank cured to the pin 172. for rot-ationtherewith arm 175 which serves. to always maintain the front wheels parallel. The motor N is preferablya series motor, and, as shown in Fig. 20, isprovided with two oppositely wound field coils 176 and 177, so that when current is supplied to the motor through one of these coils it will operate in one direction,

4,0 and when current is" supplied through the other field coilthe direction of rotation will be reversed. It will be seen that when the motor N is rotated it operates through the worm gear and other'connections to move 4.5 the front wheels of the machine about vertical axes, in a direction depending upon the direction in which the motor is running.

- The motor at the same time drives the gears 158, 157, 156 and 155 thereby rotating the The operation of the steering mechanism will be understood from-the following de scription: When the operator desires to change the course of the machinehe rotates the steering wheel .150 to the left, for example, to bring the contacts 161 and. 163 into engagement, and thereby completes a circuit from the generator M, through the mo-- tor N. This clrcuit may betracedfrom the 6,!) brush 178, through conductors 179, 201 and 180, switch contacts161 and 163,- field coil 17 6, switch 181 throughthe armature of the motor N, and through conductors 181,182

' and '183 to the opposite brush 18.4 of the gen- .65 erator M. The motor N therefore receives tates the steeringrwheel, theswitch arm-160 I machine.

the contacts carried thereby. 195 are all electrically connected together by a current and operates'as' above described, to turn the front wheels of the machine. 1 The shaft 153 is rotated at thesar'ne time so that the contacts 161 and 163 will again be separated, unless the operator continues to' rotate the steering wheel to follow the shaft 153. As long as suflicient turning power is exerted at the steering wheel to keep thecontacts 161 and 163 Inengagement,,tliel.motor N will continue to rotate-and asisoon as the steering wheelis stopped the circuit will be opened and the motor-stopped. *It will thus be seen that thepperator can steer thegmachine by exerting only sufiicient'power to rotate the shaft 151 and keep the switch'con- 'tacts in engagement. Byturning the steering wheelln the reverse directiomv-the contacts 162 and 16 1 will be broughtinengagement to supply current to the motor through the field coil 177/ andgthereby operate the motor in the reverse direction. If the motor N shouldfat any time be out of-order, the steering mechanism maybe operated manually.- In thiscase when the operatorroserves todrive thel53, andtherefore the gearing shown'in Fig. l'drives the motor" by manual power, the motor operatinggin turn as'when electrically drivenfltosteer fthe.

Associated with-the steering apparatus is the manually operable electriccontroller L, which, as shown diagrammatically in'Fig. 20 is adapted to control the electric circuits for the various electromagnets used in connectionwit-h the present invention. "Asjishown in Fig. 16, the upper end of the standard 154 has secured thereto, or formed integral therewith, a casing or box 185 for the con troller. A cover l86forvthis controller box, forms a bearing..for,,-the steering wheel and shaft. Within the controller box 185 is secured a stationary cylindrical sleeve 185. A series; of .arc-shaped electrical contacts 191, l92,zetc.', j are secured in this insulating sleeve, with "their. inner surfaces flush with the inner surface of the sleeve. Mounted for rotation'about the shaft 151. is a cylindrical block 189 ofinsulating material rotatable within the sleeve This cylindrical block 189 may be rotated by means of .the controller lever 187 which has a hub 188 surrounding the shaft 151, and secured to the insulating block. .A series of movable contacts, which are preferably in the form of small cylindrical blocks 195," of; carbon or other electrical conducting material, are supported in recesses formed in the insulating block 189,. and are 'yieldingly held by means of coil springs with their outer faces bearing against the insulating sleeve 185 or- The contacts conductor connected to a spring'rpressed contact 198 located in the lpwe'r end-of the 1305' 'the generator with the shaft 3. This genblock 189. The contact 198 bears, at all times, against a stationary ring 197 of conducting material located in the lower. end of the controller box, and insulated therefrom by a ring 197 of insulating material. Surrounding the controller box is an outer sheath or casing 250, which has an enlarged portion 251 forming a space in which are located sections 200 and 200 of resistance material. These resistances are connected in series in the circuit for the electromagnet B controlling the brake mechanism. A cable 196 carrying a plurality of insulated conductors extends upward through the standard 154, a-nd the conductors are connected respectively to the several arcshape'd contacts 191, 192, etc., one of said conductors 201 being connected to the contact ring 197. It will be seen that with the above-described construction, when the controller lever 187 is rotated in either direction the contacts 195 will be carried into engagement with the stationary contact strips in the sleeve 185'. The period at which each stationary contact is engaged by a contact 195 when the controller lever is operated, depends, of course, upon the osition of the stationary contact. The position, location, and size of the various contacts will readily be understood from a consideration of the diagrammatic illustration in Fig. 20. In this figure the contacts are. shown as conentrically arranged for the sake of clearness of illustration. The principle of operation, however, is the same as with the actual construction employed, and will be readily understood from the diagrammatic V1BW.

A small electric generator M is provided for each truckor unit to supply current for operating the various electroma-gnets for said unit. This generator may be located in any convenient position, and is connected in any suitable way to ,the engine E, so that the generator M is running whenever the engine E is in operation. As shown in Fig. 1,*a driving belt or chain 197 connects erator, as shown in Fig. 20, is a shuntwound machine having a shunt field coil 198. A switch 199 may be provided to dis connect the generator from the various circuits leading therefrom whenever desired.

Fig. 20shows diagrammatically thesystem of electrical circuits for a singleautomobile truck. When a number of trucks are connected to form a train, the circuits are G. The pump shaft being connected to the engine shaft, the pump will be running with the valve mechanism in the osition shown in Fig. 8, so that there is a ree circulation of the liquid within the pump, and no pressure is transmitted to the fluid motor F. The latter is therefore at rest. The clutch mechanism is also in the position shown, so that no power is transmitted directly from the pump shaft to the driving axle; the brakes also are applied at this time. If the operating lever of the controller or master switch is now moved, for example in a clockwise direction as viewed in Fig. 20, it will first engage successively a series of contacts 191 connected by resistance coils 200. This establishes a circuit from the generator M through the brake magnet coil as follows From the commutator brush 178, through the conductor 179, switch 199, conductor. 201, contact ring 197, switch lever 187, contacts 191, resistance coils 200, contact segment 191, conductor 202, coil of the brake magnet B, conductor 203, switch 199, and conductor 183 to the other brush 184. The brake coil will now receive current which is reduced by the resistance 200, so that the brakes are only partially released. As the resistance 200 is gradually cut out of circuit, the brake magnet B receives a heavier current and becomes energized sufiiciently to entirely release the magnet R. As all the circuits through the controller may be traced from the brush 178 throughthe conductors 179 and 201 to the ring 197 and controller lever, these circuits need only be traced from said lever to the brush 184.- The circuit for the magnet R continues from the controller lever through contacts 204, wire 205, coil of electromagnet R, to the conductor 203, and from thence to the brush 18 1. The electromagnet now receives current and moves the reversing valve to the left-hand position as shown in Fig. 9. The controller lever next engages the contact strip 192, and completes tihe circuit through said contact strip, conductor 206,'coil.of electromagnet T and conductors 207, 182 and 183.to the brush 18 1. The electromagnet T now operates the timer T. The controller lever next engages the contact strip 208, and establishes acircuit which may-be traced through the contacts 208,208,

conductor 209, coil'of the electro-magnet P,

the liquid through the passage 14 and past the check Valve 16 into the pressure chamber 15, thereby producing pressure in said chamber. The liquid 17 is therefore forced through the pipe 39, reversing valve and pipe 40 to the motor, and is distributed to the several sections a, b, 0 and d, of the motor. The liquid under pressure operates the motor as before described, the exhaust fluid being conveyed back to the pump through the pipe 41, reversing valve R and pipe '42, and discharges from the latter into the discharge chamber of the pump. As the-liquid at this time circulates only through the first compartment of the pump, only a small amount will be conveyed to the motor F, and as this liquid is distributed in parallel to the four sections of the motor, the latter will only operate very slowly, so as to start the automobile and run it at its slowest speed. When the controller lever is moved one step farther, the circuit is completed through the contacts 210, and 210', conductor 211, and

Winding of electromagnet P in parallel with the circuit through the first magnet P. The magnet P operates the valve for the second section of the pump and increases the volume of liquid delivered by the pump, so

that the speed of the fluid motor F, and therefore of the automobile, is increased.

" The continued movement of the controlling lever in like manner brings it into engagement with contacts 212, 213 and 214 and thereby closes the circuits for the electromagnets P, P, and P successively, to eflect the operation of the corresponding pump sections, so that the volume of liquid delivered by .the pump is graduallyincreased, resulting in a corresponding increase in the speed of the machine. The controller lever next engages the contact 215, and establishes a circuit which may be traced from said contact through conductor 216, winding of electromagnet F, through conductor 203 and from thence to brush 184. The magnet F being excited moves the valve 60 from the position shown in Fig. 12 to that shown in Fig. 13, to cut ofl the supply of fluid to the section b of the motor F, as before described,

so that all the fluid supplied by the pump is forced to circulate through the sections a, 0 and d, thereby increasing the speed of the motor F. The controlling ,-lever next engages the contact 217, and completes a circuit through conductor 218, and coil of the magnet F the latter operates its valve mechanism to cut ofi the supply of fluid to the section a of the fluid motor, so that the fluid. is' now all forced to circulate through the sections 0 and d. This brings the motor F up to its highest speed. The speed of the shaft 96 driven by the motor F' is now substantially the same as that of the pump shaft 3. The controller lever next contacts the segment 193 and thereby establishes a circuit through the conductor 218" and coil of the clutch magnet K The clutch mechanism is therefore operated in the manner already explained to disconnect the' fluid the contacts 208, 210, 212, 213, 214, 215 and 217. The corresponding magnets are therefore deenergized, and the pump valves operated to a position to permit free circulation of fluid Within the pump. The valves in the fluid motor are also returned to their initial position. The continued movement of the controller lever closes circuits through, the

contacts 219, 220 and 221, thereby establishing circuits through the windings of the magnets V, V VF, respectively. These magnets operate to gradually open the valve V to increase the supply of fuel to the motor, thereby increasing the speed of the engine E, and bring the machine up to its highest speed. The controller lever is now in its extreme left-hand position, and is held from further movement by a stop 2,22.

The speed of the machine may be reduced by moving the controller lever back toward central position, the magnets V V and V being successively deenergized to eflect a reduction in the speed of the prime mover.

Thenext step is the'deenergization of theclutch magnet, and the operation of the pump and fluid motor valves, whereby the fluid motor is brought into operation at its high speed, and the direct drive from the engine to the driving axle disconnected. As the controller lever moves off the contacts 217 and 215, the electromagnets F -and F trolling lever may be left in any intermediate position to maintain themachine at a corresponding speed. It should be understood that during these controlling operations, the engine E is running continu-' ously,'and at a substantially constant speed,

except when the speed is increased by the operation of the electromagnets V V and V This arrangement is of great practical;

importance in securing an efiicient operation of the prime mover, and enabling the full power to be utilized in starting the machine,

or running the same at a slow speed. Theusual annoyance, wasteof time, and labor involved in .starting the prime mover every. time the machine-is started is also obviated.

The means for permitting the prime mover for each P1111110]! .to run continuously is ,ofii' v menace special value when a. number-oftrucks are connected to form a tram, in wh ch case it would be impractical to have to start the motors each time the trainis started.

If it is desired town the machine backward, the controlling lever 187 is moved in a counter-clockwise direction, (Fig. 20). The lever first engages the contacts of the brake magnet circuit, and graduallyshortcircuits the resistance 200 to release the brake mechanism. When the lever engages the'contact strip 204' a circuit is established I through; the electromagnet R which then 'o crates to move the reversing valve to its lever 187 need not be moved further to the,

right than into positionto engage the contact 208', or contact 210'.

The relative arrangement of the steering wheel 150 and controlling lever 187 is such that the operator can conveniently steer the machine at the same time that the speed is being changed or controlled. As the motor N may receive current from the generator M, whether the machine is moving fast or slow, ample power is available at all times to operate the steering mechanism.

The foregoing description applies par-' ticularly to the control and operation of a.

single unit. When a plurality of trucks are connected, as shown in Fig. 22, the electrical circuits for the electromagnets or controlling devices are connected in parallel (Fig. 21) by conductors e, j, g, h, 2', j, is, Z, m, n, 0, p, q, r, a, t, u. The motors M may also be connected in parallel by conductors 17 9 and' 183. These conductors e, f, 9, etc., 179 and 183 are carried in cables 300 connected by couplings 301, which may be of any approved construction. With the circuits thus connected, the operation of one Icontrolling lever serves to control all of the machines at once. For example, when the controlling lever on the front truck is maved to engage the'co'ntact 204 (Fig. 20) acircuit will be established through the reversing magnet R of said car as before described. The circuit for the reversing valve magnet R of the second car branches from the first circuit at the junctio-nx302 and may be traced through conductors 205?, 0, 205 of the sec- 0nd truck and through the magnet R of the second truck. The circuit forthe magnet R of the third truck is likewise through the conductors 0 and 205, and to the corre purpose.

. spon'ding' magnet R. The reversing valves will therefore all be operated simultaneously. In like manner each step in the control of the trains is effected simultaneously for all the cars.

I The circuits for the motors N controlling the-steeringapparatus are connected in parallel by the conductors c and f, so that the motors N may be operated simultaneously, but a switch 181 is provided for each motor N, so that the steering apparatus of the front truck alone may be used if desired, the switches 181 "on the other trucks being left open. i I

When the number of units are connected together to be controlled from one point,

an arrangement such as shown in Flg. 25

is preferably employed to vary the resistance in the circuits for the brake magnets. Resistances 200 and 200" are adapted to be connected in parallel with the resistance 200. Similar resistances200 and 200 may be connected in arallel with the resistance 200'." A plura ity of switch levers 310, each having a pivot 311, are connected to an op erating rod 3l2 movable longitudinally to impart a parallel movement to the switch levers. When the rod 312 is moved inward fromthe positihn shown the switch levers first engage a series of contacts 313 and thereby connect the resistances 200""a11d200 in parallel with the resistances 200 and 200. A further movement of the rod 312 brings the switch leversinto engagement with a series of cont-acts Sland thereby connects the resistances 200 and 200"in parallel'with the other resistances. .When a single car or unit is in use the resistances200 and 200' only are in the circuit, the operating rod 312 being in the position Sho nt-L- -When twd. units are connected for operation the re+= sistances 200 and 200 are introduced in parallel with the resistances 200 and 200 in order to reduce thetotal resistance. This is for the purpose of preventing an increase. in the drop in potential through the resist'- ances, owing to the increased current required when the brake magnet coils-are connected-in parallel. In other; words the arrangement provides a means for supplying roe an equal amount of current to the brake magnet circuits 'whenmore thanlone car or unit is being operated- When. three units are connected together the risistances 200 and 200? are also introduced, for the same It will be understood that as manyadditional sections of resistance may be added and controlled b a single perating rod or lever as desired pending upon the number of units it ,may

. be desirableto use in a single train.

the number de- As the presentinvention is adapted for use with trucks which may at'times housed on bad roads the-trucks could be providedwith side bars or irons 314 which may be or off from the rails.

placed in position for the trucks to run over in crossing bad sectionsof road or ditchesas shown in Fig. 22.

Figs. 23 and 24 show a section of roadbed which is well adapted for use with roador paving so that the Wheels of the automobile trucks may readily be :run onto It will be seen from the foregoing description that the invention" comprises a multiple system of electrical control applied to a plurality of units, each of which com.- prises a vehicle equipped with an internal combustion engine adapted to be run. continuously and at practically constant speed while the vehicles are being started, accelerated, stopped or reversed, and 'provided with power transmission mechanism permit-ting a variation inthe speed and torque of the driving axles. The system is therefore well adapted for use where the variations in the speed and ower required are frequent and ot consi erable extent.

For example in going up an incline on a country road considerable power will be re- 1th the present invention this may be obtained by running the engines or prime movers at a normal speed and therefore efliciently, the speed of the driving axles being reduced by the fluid power transmission mechanism, with but little loss of power in transmission. When ainumber of cars or- .trucks are controlled by one operator at 11111:

form traction of the driving wheels for the different trucks is obtained, and there can be no mistakes or irregularities inthe control, as will probably occur where each unit is under the controlv of a separate operator.

The advantage of this system forrus'e on country roadswill 'be readily seen Where the traction 'of'all thetrucksis uniform the wear ongthej road beds and of' the wearing surface of the wheels, especially" where rub,- her time are 'used'will begreatly reduced; much greatenloads can alscwhe hauled than when "the drivingpower isconfined to one.

truck, in which. latter v case the traction would. p n b insufii'cient for st r n a number of cars] a and independently-run o spme alardes ination I power transmission devices, 0 %1;1red-, butonly a slow speedis necessary.

control the supply of or pulling a; loaded train The invention may also be readily adapted for use on ordinary railroads as before indicated. In this case'of course the steering apparatus would be omitted and flanged wheels provided. The vehicles would also be modified to meet the requirements for such work. V

The present invention might also be adapted for various other uses by such changes and modifications as would be with-' in the skill of the ordinary mechanic, and it is to be. further understood that-various changes in details ofconstruction andthe arrangement ofparts might readily be made by those skilled 1n the art without departing from the spirit and scope of the invention.

I wish therefore not to be limited to" par- .ticular construction herein set forth.

What .I' claim as ,new and desire to secure 'by Letters Patent of the United States 1. In a multiple unit controlling system, the mbination with a plurality of units each comprising a prime mover, mechanism to be operated and means for transmitting power from the prime moverto said mechanism, of electro-mechanical devices regulating the power transmitting means,- and a controller operable to control all of said-elecarc-mechanical devices.

2. The combination with a lurality of electro-responsive apparatus for regulating and controlling each of said-devices, and means for controlling all of said apparatus from a sin gle polnt.

3. The combination with a plurality of fluid .power transmission mechanisms," of electro-magnetic devices for regulating and controlling said mechanisms, and means for controlling all of said electro-magnetic devices from a single poir'ft,

.. 4. The. combination with .a plurality of.

fluid power transmission mechanisms, of electro-responsive devices operable to effect the independent control of'said mechanisms,

prime movers, of mechanisms to be operated thereby, power-transmitt' apparatus associated w-it-h eachlof sa'id prime movers, elec-' and a-contrdller operablejmanually' to, ef-

tro-magnets controlling" said apparatus,

means for supplying-electric current to the electro magnets, and acontroller operable to our-rent to the electro- 6. The combination with a plurality of power transmission" mechanisms, oi an elec'-'- tro 1inagnetic= controlling device associated with each ofsaid for upp ying parallel eircnitsto said memes electro-magnetic devices, and a master controller operable manually to control the supply of current to said devices;

7. The combination with a plurality of units each comprising a prime mover and power transmitting mechanism associated therewith, of a plurality of successively operable electro-magnetic controlling devices power transmission for-each unit, circuits for supplying current to said devices, and manually operable means for efl'ecting the synchronous operation of the said devices for the several units.

8. The combination of a plurality of fluid ears, and an electromechanical system 0 control for efl'ecting the simultaneous operation and control of said gears. I

9. The c'ombination with a plurality of fluid power transmission gears, of devices for varying the power and speed of said gears, and a multiple system of electrical control for controlling the operation of said devices.

10. The combination with a plur'alityof independently operable combustion engines,

' of driven elements, power transmitting devices forming connections between said engines and driven elements, and a multiple system of the electric control associated with and controlling the operation of said devices.

11. The combination with a plurality of internal combustion engines, of power transmitting devices connected thereto, mechanism operated by said devices, and multiple electrical controlling mechanism manually power transmitting devices.

12. The combination with a plurality of internal combustion engines operable at a practically constant speed, of means opera current at a practically constant voltage, a plurality of variable speed power transmission devices operated by said engines, and means operated by saidcurrent forfcontrolling said power transmission devices.

.13. The combination in a plurality of units, of driving members and driven members, fluid operated transmission mechanisms forming driving connections between said members, 'means for controlling the circulation of fluid within each of said transmission mechanisms and'thereby varying the relative speeds of. the driving and driven members, electro-magnetic devices and a controller for controlling said means,

from

operable to control all of said devices a single point. p

14:. The combination with a plurality of of a motor associated with each pump and operable by fluid pressure sup-' plied from the pump, valves associated with each pump and operable to vary the volume of fluid delivered by the pumps, electromagnetic devices for operating the valves, and a controller device controlling the electric circuits for all. of said electro-magnetic devices.

15. The combination with a plurality of pumps, of motors operated by fluid delivered by the pumps, balanced valves associated with each pump and motor and operable to vary the volume of fluid delivered by the pumps and thereby vary the speed of the motors, electro-magnetic' means for operating the valves, and anelectric controlling system comprising a plurality of controlling devices each operable toicontrol the electro-magnetic means for all of said valves.

16. The combination with a plurality of units, each comprising a pump and a fluid motor driven by the pump, of balanced valve mechanism associated with each unit and operable to vary the capacity of the motors, ele'ctro-magnetio means for operating the valve mechanism, and a multiple sys tem of electrical control for the electro-magnetic means, and comprising'a controller device controlling all of said valve mechanlsms.

17. The combination with a plurality of pumps, of fluid motors driven by said pumps, balanced valves associated with each motor and controlling the flow of fluid therethrough, electro-magnetic devices for operating the valves, and means for simultaneously controlling the operation of the valves for the several motors. operable from a single point to control said 18. The combination with a plurality of pumps, of fluid motors driven by the pumps, a plurality of balanced valves associated with each pump and operable to control the passage of fluid therethrough, a plurality of balanced valves associated with each motor and controlling the passage of fluid therethrough an electro-magnetic actuating device for each of said valves, means associated with each pump and motor for efiecting the successive actuation of the valves associated with said pump and motor, and a master controller operative to effect a simultaneous operation of corresponding valves.

19. The combination with a plurality of internal combustion engines, of driven members, variable speed gears interposed between the engines and said driven members, and each comprising a pump and a hydraulic motor operated by fluid circulated through the pump and motor, valves controlling the circulation of fluid and operable to vary the volume of fluid supplied by each pump, electro-magnetic devices for operating said valves, and a controller for said electro-magnetic devices. a

20. The combination with a plurality of lll erators driven by the engines, means to vary the volume of fluid delivered by the pumps to the motors and thereby eifect' a variation in the speed and torque of the mot0rs,,said

means being electro-mechanically controlled and operated by power supplied by the gen- 10 erators, and a controlling device operable to control a supply of electric power to said means.

In testimony whereof, I have signed my name to this specification in the presence of ttvo subscribing witnesses.

AUGUSQL SUN DH. Witnesses I JAMES -G. BETHELT, JonN F. RULE. 

